Retarding mechanism for railway rolling stock



Dec. 29, 1931. B. T. MCGLQNE 1,838,275

RETARDING MECHANISM FOR RAILWAY ROLLING STOCK Filed Oct. 11, 1929 4 Sheets-Sheet l A itomey Dec. 29, 1931.

B. T. M GLONE RETARDING MECHANISM FOR RAILWAY ROLLING STOCK Filed Oct. 11, 1929 4 Sheets-Sheet Attorney Dec. 29, 1931. B T McGLQNE 1,838,275

RETARDING MECHANISM FOR RAILWAY ROLLING STOCK Filed Oct. 11, 1929 4 Sheets-Sheet 5 QVK Q In 06 n i o r BaWw WJTW 'Qme A itorney Dec.29, 1931. B. T. M GLONE RETARDING MECHANISM FOR RAILWAY ROLLING STOCK Filed 001;. 11, 1929 4 Sh ets-Sheet Patented Dec. 29, 1931 BERNARD T. MGGLONR-OF CHICAGO, ILLINOIS RETARDING MECI-I INISM FOR RAILWAY ROLLING STOCK Application filed Octoberll, 1929. Serial No. 398,959.

This invention appertains to new and useful improvements in railways and more particularly to a'novel mechanism for retarding the motion of rolling stock.

The principal object of this invention is to provide a mechanism for association with a gravity type of classification track for automatically retarding rolling stock freed there on, thus eliminating the necessity of provid ing worlnnen for each unit of rolling stock.

Another important object of the invention is to provide a mechanism which will greatly lessen the expense of classifying freight cars.

During the source of the following specification and claims, numerous import-ant objects and advantages of the invention will readily become apparent to the reader.

In the drawings.

Figure 1 respresents a top plan view disclosing the retarding mechanism associated with a car classifying track system.

Figure 2 respresents a fragmentary elevational view disclosing the retarding mechanism engaged by a car.

Figure 3 represents a fragmentary sectional view disclosing the pit into which the re tarding vehicle is movable. v

Figure 4' is a fragmentary top plan view of one of the retarding mechanisms in association with a track section of the classification system.

Figure 5 represents a fragmentary sectional view disc-losing details of the retarding vehicle.

Figure 6 represents a fragmentary elevational view disclosing details of the retarding vehicle.

Figure 7 represents a longitudinal sectional view through the structure disclosed in Figure 6. v Figure 8 represents a top plan view of the electro-magnetic means.

Figure 9 represents an elevational view of the automatic switch structure. a

Figure 10 represents a sectional view taken substantially 011 line 10-1O of Fig ure 8.

Figure 11 represents a sectional view taken substantially on line 11,-11 of Figure 8.

F igure 12 represents a side elevational view of the electro-magnetic brake.

Figure 13 represents a longitudinal sectional view through a switch operating piunger.

Figure 1% represents a sectional View through the governor controlled means for operating the switch shown in Figure 9.

Figure is a diagrammatic view disclosing the electrical connection between the electrical devices of the mechanism.

Referring to the drawings, wherein like numerals designate like parts, it will be seen that numeral 5 designates the rails of the main track. This main trackway is parallel with respect to a pair of trackways 6-6, one at each side of the main trackway 5. These tracliways 6-6 form part of the classification system and when taken in consideration with the switching means 7 form conven-- tional structure which in itself is not new, but with which the present invention is particularly adapted for the purpose hereinbefore stated. I

In carrying out this invention, a pair of auxiliary rails 8 are laid within each trackway 6, in the manner shown in Figure 1 and these are provided for supporting the relatively small retarding vehicle 9. This vehicle 9 is of a width sufficient to permit the same to depend between the rails of the particular trackway 6 when it descends into the concrete pit 10. This pit 10 is situated beneath each trackway 6 and as shown in Figure 3, the rails 8 decline into the pit 10 as at 11 and straighten out on the horizontal as at 12 in the pit.

As this pit construction and the mechanism associated with each trackway 6 is identical, a description of one complete mechanism will suffice for the two units disclosed in Figure 1.

The retarding car 9 is provided with flanged wheels 13 for engagement with the rails 8 and secured to the bottom side of this vehicle is a cylinder 14: through which a rod 15 longitudinally extends and protrudes at its ends beyond the ends of the cylinder. At the intermediate portions of the rod 15 and within the cylinder 14 is a follower 16 secured in place by any suitable means and interposed between this follower 16 and one end of the cylinder 14 is a compressible spring 17 As is clearly shown in Figure 6, a pin and slot connection 18 is made between one end of the rod 15 and .the depending end of a trip device generally referred to by numeral 19. This trip device includes a curved arm 20 which projects beyond the end to which the rod 15 is connected'and as denoted by numeral 21, the trip device is pivotally secured to the retarding vehicle 9. The opposite end of the rod 15 is provided with an eye 22, and a cable 23 with one end secured to the eye 22 extends along the trackway 6) and over. a pulley 24.

As is'shown in Figure 4, it is preferable .that some provision be made as to the last mentioned end of the rod 15 so as to accommodate a pair of cables such as is designated by numeral 23 so that each of the cables may be disposed over a pulley 24 and wound on the drum 25 in the manner shown in Fig ure 4.

As is clearly shown in Figure 2, a pair of frame structures26 are mounted within a second pit 27for supporting a shaft 28 on which the drum-25 is mounted. The shaft 28 carries a gear 28 which meshes with the pinion 30 on the counter-shaft 31, this countershaft being also supported by the supports 26126. On this counter-shaft 31 are the drums 3232 against which the brake bands 33 are adapted to bind. Each brake-band is anchored as at 34 while its opposite end is connected to one end of an armature 35 operably associated with an electro-magnetic coil 36. r

The counter-shaft 31 has an extension 011 which :a pinion 37 is keyed and this pinion '37 meshes with a worm 38 on the governor sleeve 39. The sleeve is stationarily secured to one of the frames 26 and through the sleeve 39 is slidably disposed the rod 40. The upper end ofthe rod 40 is swivelly connected to acollar 41, which collar has a pair of arms 42 42 pivotally connected-thereto and provided with weights 43 at their free ends. Link connections 44 are provided be tween the intermediate portions of the arms 4242 and the upper end of the sleeve 39.

A compressible spring 45 is interposed between the collar 41 and the upper end of the sleeve '39. A'rocker arm 46 is mounted on one ofthe frames 26' and one end ofthe rocker arm 46 is pivotally connected to the lower end of the rod 40 as at 47.

A switch mechanism is disclosed in Figure 2 and includes a guide 48 and a U-shaped block '49 is slidably associated therewith.

' Hingedly mounted on the lower portion of the block 49 is a plate-50 (see Fig. 9) of some suitable di-e'lectric material, the free end portion of which is reduced as at 51.

for the purpose which will be fully described hereinafter. The portion of the block 49 on which the plate 50 rests, has a lug 52 projecting therefrom, as has the free end of the plate 50 and connecting these lugs is a coil spring 53.

A leaf spring 54 has one end secured to the plate 50 as at 55, which is a binding post, while its opposite free end is normally spaced from the contact 56, also mounted upon the plate 50. As is shown in Figure 9, the leaf spring 54 contacts with the contact 56 when urged downwardly by the force of the rocker arm 46.

As is shown in Figure 8, electro-magnet 57 and 58 are provided, each being provided with a movable core 59. Secured to the bracket 49 are the guide sleeves 60 and 61 for the bevelled heads 62 and 63 respectively, each of which is carried by one of the armatures 59. As is clearly shown in Figures 10 and 11, the bevelled heads 62 and 63 vary in thickness so that the limit of inward movement of the head 62 with respect to the hinged plate 50 will lift the plate a. definite distance, whereas the limit of inward movement of the head 63 will lift the plate a substantial dlstance higher.

In this manner the distance between the leaf spring 54 and the rocker arm 46 may normally extending upright and at a position within the path of the wheels at one side of each car passing thereover. When this arm 67 is rocked, the same will pull the connecting rod 68 so as to rotate the nut and cause a resulting upward feed of the screw 64. This is a micromic and automatic adjustment of the bl ck 49 and serves to set the core 59 automatically for each freight car delivered past the'pit 27, so that the braking action of the mechanism will take place sooner for each freight car to the end that each freight car will be slowed to a uniform rate of speed before it reaches the last stopped car.

The retarding car 9 has a 'V-shaped catch 69, one end of which is provided with the latch head 70 for engagement with the abutin Figure 5 and in this position, the portion of the same projecting upwardly is in a position for engagement by a unit of rolling stock such as is shown in Figure 2.

Situated in advance of the pit 27 is a'barrel 73 within which the plunger 74 1s slidable.

plunger has rod 7 projecting from one thereof and through one end of the barnd a compressible spring 76 is interposed between the said end of the barrel and the adjacent end of the plunger 7 1. The free end of the rod 75 is provided with a head 77 which is engagcable with the switch 78.

To more clearly disclose the electrical equipment of th mechanism, reference is now made to Figure 15, wherein a battery 79 has its positive side connected to the contact 80. The aforementioned switch 78 is engageable with the contact 80 and as clearly shown, the leaf spring 81 has a connect-ion 82 to one side of one of the coils 36 and also to the leaf spring 83.

The leaf springs 84 and 85 of the switch devices 86 and 87 respectively are also connected to the conductor 82 and these switch devices 86 and 87, as well as the switch derred generally by 88 are associated with the means for operating and adjusting the switch disclosed in Figures 9, and 11.

A motor 89 is disclosed connected in the system and as shown in Figure 4 is geared to the shaft 28. Obviously, when the car 73 engages the catch 69, the retarding vehicle 9 is released and the momentum of the unit of rolling stool: will force the retarding vehicle down the inclined trackway 11. As the retarding vehicle 9 pulls the cables 23, the drum is rotated and as the drum increases in speed, the governor shown in Figure 14 will expand to the point where the rod will swing the rocker arm 46 to the extent that it will bear down against the leaf spring 54 so as to engage the same against the contact 56, thus energizing the electromagnets 36-36 so hat the brakes are applied to lessen the momentum of the drum.

If the speed of the retarding vehicle is such that the strain of the cables 23 will overcome the tension of the spring 17 in the cylinder 14, the trip device 19 will be thrown to the dotted line position shown in Figure 6 so that the switch 88 will be closed. In this manner the solenoid 57 will be energized and cause the bevelled head 62 to enter between the plate and the block 49.

In this manner the switch shown in Figure 9 will be lifted so that the closing thereof will take place sooner than would occur without this advance of head 62.

If the retarding vehicle 9 is still moving at a rapid speed when it passes over the switch 86, the arm 20 of the trip device 19 will as sumo the dotted line position, and in closing the switch 86 will energize the solenoid 58 to drive the larger bevelled head 63 between tl 1g the switch device higher and in closer proximity to the rocker arm 46.

In this manner, an effective braking action may be obtained. After the retarding car 9 has descended into the pit 10, the

e hinged plate 50 and the block 49, thus switch 87 is closed, whereupon the motor 89 is energized for rotating the drum 25. This rotation of the drum will wind the cables 23 thereon so as to retract the retarding car 9 to the original position as shown in Figure 2. As the retarding car 9 arrives at its original position, it will engage the plunger 74 and shift the rod to a position for opening the switch 78.

Thus the motor circuit is broken and all of the devices of the mechanism regain their position ready for the arrival of the next unit of rolling stock.

Whereas the mechanism has been set forth in detail, it is to be understood that various changes in the shape, size, and materials may be resorted to Without departing from the spirit and scope of the invention as claimed hereinafter.

Having described the invention, what is claimed as new is:

1. A retarding mechanism for railway rolling stock comprising a narrow gaugev trackway for disposition within the usual standard traekway, a retarding vehicle on the narrow gauge traekway, a drum located remotely with respect to the retarding vehicle, and means operated by the rolling stock for controlling the drum to maintain the retarding vehicle at a predetermined speed and a connection between the drum and the said retarding vehicle.

2. A retarding mechanism for railway rolling stock comprising a narrow gauge trackway for disposition within the usual standard traekway, a retarding vehicle on the said narrow gauge traekway, a drum, a countershaft geared to the drum, a brake on the countor-shaft, electromagnetic means for operating the said brake, a switch in circuit with the electro-magnet, a cable between the retarding vehicle and the drum, and speed responsive means for closing the said switch.

3. A retarding mechanism for railway rolling stock comprising a narrow gauge trackway for disposition within the usual standard traekway, a retarding vehicle on the said narrow gauge traekway, a drum, a countershaft geared to the drum, a brake on the counter-shaft, electromagnetic means for operating the said brake, a switch in circuit with the electro-inagnet, a cable between the retarding vehicle and the drum, and speed responsive means for closing the said switch, said speed responsive means comprising a governor, a rocker arm connected to the governor, said rocker arm being engageable with the said switch, and intergearing between the countershaft and the said governor.

4. A retarding mechanism for trackways comprising a narrow gauge trackway located within the standard traekway, a retarding vehicle on the said narrow gauge traekway, a brake, a connection between the said brake and the said retarding vehicle, and a latch "mechanism on the retarding vehicle adapted :to be released by theengaging unit of rolling stock.

5. A retarding mechanism for railway rolling' stock comprising a narrow gauge trackway for disposition within the usual standard trackway, a retarding vehicle on the said narrow gauge trackway, a drum, a counter-shaft geared to the drum, a brake on thecountershaft, electro-magnetlc'means for operating the said brake,saswitch in circuit with the electro-magnet, a cable between the retarding vehicle and the drum, and speed responsive means for closing the said switch, said speed responsive means comprising a governor, a rocker arm connected to the governor, said rocker arm being engageable withthe said switch, and intergearing between the countershaft and the said governor, switch means adjacent'the standard trackway, a solenoid circuit including the said switch, and a wedge operable by the said solenoid for lifting the first mentioned switch toward the said rocker arm.

In testimony whereof I affix my signature. BERNARD T. MCGLONE. 

